All of the models use piggyback rear shocks that are preload, compression and rebound adjustable which provide 8.3 inches of wheel travel. EPS and LE models use fully adjustable piggyback shocks up front, but the non-EPS model uses non-piggyback front shocks.

The Teryx4 is very nimble and thin on the trail. Hunters will love navigating to their favorite locations without overhanging bodywork to worry about.

Drivers have access to 2WD or 4WD drive settings which are engaged with a dash-mounted switch.

Even with the front diff lock engaged, the Teryx4 is still easier to steer than the standard Teryx because of the power steering.

Sliding into the cab is simple and we fall in love every time we use the doors.

Cup holders and an accessory plug add comfort up front.

Rear passengers get cup holders and a 12V plug as well.

The radiator is larger than the T2 with a bigger fan to push hot air. In addition, an extra fan has been installed on the underside of the chassis to help blow cool air across the mid-mounted engine itself.

The engine breathes through a larger cartridge-style air filter with an intake chamber that is nearly three times as large as the two-seat Teryx.

A forward-tilting hood makes servicing the front end much easier.

At the heart of the Teryx4 is Kawi’s 749cc V-Twin. The single overhead cam engine is similar to the beast that powers the standard Teryx and Brute Force 750 ATV, but has a host of refinements to suit the needs of a four-seater.

The new system utilizes a centrifugal clutch located between the CVT drive pulley and the crankshaft.

Having a wet-bath clutch allows for the Kevlar-impregnated CVT belt to remain under constant tension which reduces wear and tear.

Heading downhill into a ravine, crossing a log or crawling over technical rock gardens, the Teryx4 uses claimed 79-degree approach and 65-degree departure angles to keep the wheels in contact rather than bumpers or body panels.

With only 10 extra inches between the front and rear wheel compared to the Teryx and a break-over angle of 17-degrees (angle between center of wheelbase to the bottom of each tire) getting high-centered is much less of a concern.

The EPS and LE models use speed-sensitive electronic power steering manufactured by Showa to make input at the steering wheel lighter and reduce negative feedback.

The front differential lock is controlled via electronic switch also rather than the ratcheting hand lever still employed by the T2.

A beefy front bumper that is ready to accept a WARN winch give the front end a tough and protective appearance.

Kawi’s four-seater gets a cable-actuated shift mechanism rather than a linkage, and the result is easier shifting at the hand lever which will continue its smooth operation as it’s less affected by dirt and mud over time.

The bed is decent sized and flat-bottomed for easy loading. It also features tie-down attachments, but does not use a folding tailgate.

A plastic roof is one accessory and comes stock with the LE models.

Front binders are located inside the recesses of the 12-inch rims and consist of a 200mm hydraulic disc brake on each wheel with 27mm twin-piston calipers.

As brand new units, the seats are already more comfortable than broken-in T2 buckets. Seat backs are fixed, but the bottoms easily pop out to reveal three-position adjustment (front seats only) in one-inch increments.

The most important feature for any four-seater is the ability to carry human cargo as comfortably and efficiently as possible.

Alone the Teryx4 weighs a claimed 1624 pounds with a full 7.9 gallons of fuel.

Side-by-sides provide some of the most off-road fun a person can have, and anytime there’s fun to be had, it’s best shared with friends and family.

Kawasaki decided it was time to bring Teryx fun to the whole family. The 2012 Teryx4 has best-in-class accommodations that had our test riders loving it during an introduction in Tennessee.

There are plenty of aftermarket options for converting two-seat UTVs, but safety concerns and the loss of storage space are part of the reason why users want a properly designed vehicle for multiple passengers.

It uses an electric start system to churn over dual pistons inside 85mm x 66mm bore and stroke cylinders with a 9.3:1 compression ratio.

The new RUV benefits during aggressive riding from a stiff chassis, 62-inch tire width and rear torsion bar.

Small bodywork is great for weaving through trees, but it suffers on splash protection.

At high speeds the EPS is still a bit too sensitive, particularly in 2WD. We found ourselves switching into 4WD just because it makes the high-speed steering less busy and offers increased control, not because we actually need more traction from the front wheels.